IJCAET Omni Wing Paper
IJCAET Omni Wing Paper
IJCAET Omni Wing Paper
Dhananjay Notnani
Department of Aerospace Engineering
University of Petroleum and Energy Studies (UPES),
Dehradun, 248007, India
Email: [email protected]
Prithvi Adhikary
Department of Aerospace Engineering
University of Petroleum and Energy Studies (UPES),
Dehradun, 248007, India
Email: [email protected]
Servesh Chaturvedi
Department of Aerospace Engineering
University of Petroleum and Energy Studies (UPES),
Dehradun, 248007, India
Email: [email protected]
1. INTRODUCTION
Aerodynamic engineers have always been
fascinated with an efficient design with superior
dynamics. In an aircraft, the wing is the most
important primary lift producing member. Hence, it
has always been wondered if a clean wing design,
will be able to match or uplift the performance of a
conventional aircraft. It has always been a point of
concern of how to reduce the drag encountered
due to non-lift producing members such as the
empennage and fuselage and if these extra
sections could be omitted while still making the
aircraft suitable for stable flight.
3. Preliminary Design
Airfoil Selection
Figure 4: CD vs α
Requirements for an optimum airfoil for tailless
aircrafts are as follows:
Figure 5: CM0 vs α
ρvc
ℜ=
μ
5 Modelling, Sizing and Simulation and Omni Wing aircraft by MATLAB, XFLR5 and e Calc Programs
2 1+ λ+ λ2
I μ= l
3 1+ λ r
Figure 7: Heatmap
From the above Heatmap, we select a range of
Root Chord Length Sq. using our obtained value
of Mean Aerodynamic Chord as highlighted. Then
we plot a Linear Progression Plot (required to
estimate the initial design as well as sizing Winglet Geometry Design
parameters) in MATLAB between Calculated
Neutral Point (single line matrix), Span of the wing Table 3: Winglet Characteristics
(single line matrix), and Root Chord Length Sq.
(square matrix) as the parameters relating them Character Value
with the following formula[ CITATION Bas \l
1033 ]: Cant angle 0̊
lr 2 b λwl 0.42
x n= + tan ϕ0.25 ,if taper ratio>0.375
4 3π
6
Sudhir Chaturvedi
bwl
0.133
bbw
C wlr
0.33
Cbwt
bwl
is the ratio of winglet span to basic wing semi-
bbw
span.
λwl is the taper ratio of winglet. 3.2. Aerodynamic and Stability Analysis:
The bwl / bbw and Cwlr / Cbwt ratio was set by XFLR5 software is being used for detailed flow
concluding multiple iterations on calculations of analysis of our design. The main objective of this
data points, in effect to analyse the progression of analysis is to achieve a proper variation of the Cp
the effect the ratio had on the stability of the plane, with change in the AOA. The variation of Cp should
primarily on how much it differed the slope of the be decreasing as we move from the LE to the TE
Cm vs AOA curve. Hence 0.133 and 0.33
respectively were chosen. Cant angle is chosen for the top surface of the wing, which is a general
zero degrees for ease of manufacturing. The airfoil observation in wing design. Increasing the AOA
for the winglet is chosen to be same as of the will result in even more increase in Cp over a
wing. particular section of the wing. The following
figures are some of the values obtained for Cp vs
AOA:
3.1. Computer aided design
Figure 18: Lateral Mode 2 rolling parameter (phi- Figure 21: Longitudinal Mode 1 perturbation
rolling angle) velocity (u-axial speed)
9 Modelling, Sizing and Simulation and Omni Wing aircraft by MATLAB, XFLR5 and e Calc Programs
Component Specifications
KV 1400 KV
Electric Weight 65 g
Brushless
Motor Power 180 W
Thrust 661 g
Constant
Figure 23: Cm vs AOA Electronic 20 A
Current
Speed
Controller
Weight 25 g
From the above Cm vs AOA plot, we find out that
the aircraft’s cruising angle is 3.9 ° . Capacity 1600 mAh
Battery
Weight 114 g
FUTURE SCOPE
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